Car-wheel.



No. 879,287. PATENTED FEB. 18, 1908.

W. a. MAYO & J. HOULEHAN.

W! TNESSES I I I 5. i A TTORNE y;

WILLIAM G. MAYO AND JOHN HOULEHAN, OF

EL PASO, TEXAS, Assie NC/RS OF ONE-THIRD TO GEORGE E. nurses, or BARSTOW, Tums. chin-miner...

' Specification of Letters Patent.

Patented Feb. 18, 1908.

Application filed May 7. 1907- Seriul N0. 372L338- To all whom trim/a3; concern:

Be it known that we, WILLIAM C. MAYO 3-l1dJOHN HOU EHAN, citizens of the United Stzites residing at El Peso, in the county if 5 El Peso (ind State of Texas, have inventedh new and useful Cer VVheel, of which the fol lowing is u specification.

This invention has reference to improve- D] cuts in. our wheels, and its object is to pro- 'vide ewh eel designed to prevent the slipping of cor wheels on rounding curves or the slip ping due to diiiercnces in'thc diameters of wheels mounted on the some side.

i The purposes of the presentinvention will be more clearly understood from a considerstion of the conditions which it is proposed to meet by the'ilnprove'd structure. I

This invention forms part of-c complete system of our operation intended more particularly for urban and suburban and inter state. troflic, v 1

Consider, first, two wheels fast on the saline axle sons to be immovable one with relation to the other, and also let it he considered that the two wheels are of the same diameter, though this last condition is only approximately true in practice. On. straight track, these: two wheels will roll along said truck without difficultyend with 30 out slipping since each will travel over thc some length of truck in the some time, When, however, such a pair of wheels moves on to curve, in which, of course, the outer rail is considerably longer then theinncr rail,

35 it is evident that the outer wheel must have a greeter length of triwel than the inner Wheel and that the letter must therefore gradually slip until this slip ing has amounted to the difference in. lengt 1. of the inner and 4c outer rails. This slipping occurs almost ontirely on the inner rail, to the detriment of both the rail and the corresponding wheel, and also causes a very materiel consumption of power to drive the car around the curve as compared with the power necessary to drive the our on a straight track ofcorrespondiug length; v (in shire-hirsilronds, where the curves ere list and exceedingly easy and oi. "mriohle radii/this slippingmay be negligi is, but on set rcilwu-ysthe curvesere shortwwith -eradius for the entire curve, and, thcr there is an immense strain 011 the or.

oi the h thus our rnilinci eup of the .noduct of the slipping on the inner rail and the resulting reaction against the outer rail and the thrust of the train due to its deflection from it straight line. in railroad engineering the centrifu gel eillrct partly corrected by elevating the outer mil, but this. is only partially cffectivo "11d does not in a nuinner lesson the sih .,'.ng due to the 21.. quail length of the two rails st :1 curve. T

[er the usual con (lltlO s prevailing in city trullic the outer rail cannot ho raisml to a higher elevation than the inner rail, and, therefore, this corrective measure cannot,under such circumstances, he applied.

The loss of his, property and power due to the necessary construction of the trucks in city railroads end the use of car wheels both fixedly connected. to the smile axle, amounts to a large figure cvcrvyear. 7

We may hero sin that we avoid the cllect y thru I upon the outer mils, and the ell'ect oi con ihigcllrirce due to the (lellection oi the train or can from e straight line oi. travel to travel in, :1, curved path, by certain nun-ins which. do not form the subjectmcttcr oi the present invention, and, therefore, need not be here considered, in such means do form. a pert oi the ..-(li.v"lillilit/ system of our operation of in the present invention also :1 part. hou c kr, by this invention avoid the his two-part wheel is provided with roller ;bearings"between the rim section and the Web section, and provision is made formic ing up the our between the moving parts, so that there nm never be ruiitlii'lg or lost motion, and provision is ulsu mode for prevailing the l stening clcmcnls, by which the two parts ol the wheel are held in. 011- ,sg i gsiucnlz, iroin hecomh'ur loose or Falling out so that the Wheel might lull :u'mrt and .c disnsicr. 102 'ilhe inwnlion will l i he lolly understood from the followin detailed description taken in connection wit the accompanying drawings forming part of this specification, in which, Figure l is a central sectional view through a car wheel constructed in accordance with our invention, with ,the axle and the other wheel on said axle shown in elevation; Fig. 2 is an inner face View of the improved wheel; and Fig. 3 is a detail perspective ,of

one of the anti-friction rollers. 4

Referring to the drawings, the improved wheel is shown at 1 and an ordinary car ,wheel is shown at 2, and an axle, also of 3.5 ordinary construction, is shown at 3, while upon the axle is shown a gear wheel 4 by which driving power may be imparted through the axle to the wheel 2 thereon by any suitable means, which'need not be con- 20. sidered. Thecomplete structure, as shown in Fig. 1, is designed for use as one of the driving elements of a car, particularly such a car as is used for passenger or freight traffic within city limits or within those suburban limits which utilize such traction systems. When used on steam roads the drive gear 4 may be omitted on cars drawn by locomotives, but is retained on certain cars usingour system in which each car is a motor unit and a number ofsuch units are'united and operated'as a train. 1 It will be understood,

-of course, that the wheel constituting the subject of the present invention is not a drive wheel 'The wheel 1, as shown in Figs. 1 and 2,

consists of a hub 5 carrying ahollow web 6 I having strengthening ribs 7 cast on its faces.

The outer edge of the web is continued radially outward to form a flange 8 having an interior shoulder 9, to be hereinafter referred to. The inner eriphery of the web section is provided with an annular recess 10, the pur ose of which will hereinafter appear.

' e peripheral face of the web section is turned oif'true and receives two annuli 11 12, also turned true and with their outer, faces recessed, as indicated at 13. The peripheral faces of the annuli or rings 1112 are coincident with the shoulder 9 formed on the Y inner face of the flange 8 and the recesses 13,

together, form seats for anti-friction rollers 14. These rollers 14 are best shown in Fig. 3, where it will be seen that their body portions are cylindrical and their ends 15 are frusto-conical. Therefore, the recesses 13 at the meeting faces of the two rings 11 and 12- are so shaped as together to form a c lin- .drical seat for the cylindrical portion 6 the rollers 14, while thexrest of the-recesses 13, away from the cylindrical portions, taper outwardly so as to form seats for the frustof .eonical ortions*15 of the rollers. I

Seateg on the rollers 14 the rim section 16 of the wheel ,Tbis sectren is turned true on its radially inward face, whichis provided hereinafter appear.

ring laminae. 21 causes the inner edge of the j ring or annulus 12 to project laterally beyond the' periphery of the web section for a disthe flan e 8 and the cheek plate 23."- Ex- .the wheel, and outside of the-cheek plate a circumferential recess-17 of suitable shapeto'form seats for the anti-friction rollers 14 similar to the seats 13 formed in the rings 11 and 12. The rim section 16 is provided with; the usual wheel flange 18 and 70 taper tread 19 similar to that of an ordinary Shoulder 9 to the recess 10. However, there is placed between the meeting edges of the two rings 1112 a number of ring laminae 35 21 which laminae should be very thin and may be, made of almost any substance since their only function is to occupy space, a will The introduction of the tance over the recess 10. Within this recess there are other ring laminae 22 equal in number to the ring laminae-21 before referred to,

and the function of the ring laminae 22 is also to occupy space.

Ap lied to the inner side of the wheel is an annu ar cheek plate23. Thischeek plate enters the recesses 10, confining the ring laminae 22 therein, and extends radially outward a sufficient distance to engage the edge of the annulus 12 and also to engage an annular flange 24 extending'laterally fromiheinner side of the rim section 16. The outer endof the cheek plate 23 terminates at the sal ne.v distance from the axis of the wheel as does the outer edge of theflange 8. It will be seen that the rim section is confined between" tending laterally through the web section ofthe wheel at the eriphery thereof are a num: ber of through hblts 25 having their heads suitably seated on the outer face of theweb section of the wheel against the flange 8 and havin their inner ends extending through suitab e perforations in the cheek plate 23. A sufiicient number of these bolts are equidistantly disposed about the' web section of receive nuts 26 of square or other suitable configuration. Applied to the cheek plate 23 outside thereof is a'ring 27 having as many openings therethrough asthere are nuts 26,, and these openings conform in shape to the said nuts so as to receive the same and revent them from turning when once the p ate 27 has been a plied to them. This plate 27 I is held to the c eek plate 23 by means of bolts- 28 to which are applied nuts 29, and these nuts may be held in place by cotterpins or other suitable fastening devices Wl110l1 Wlll prevent the nuts 29 from working loose from the bolts 28. i

It is evident that after the nuts 26 have all been screwed up to the proper extent and occur would be due to the unequal diameters.

of the wheels 1 and 2 and the rim section 16 would move suiliciently with relation to the web section to make up the difference in the rotation of the two wheels due to their slight difference in diameter. Since the amount of travel of the rim. section 16 with relation to the web sectionunder those circumstances would be very slight, it need not really be considered. However, when the wheels are upon a curve the rim. section will move rela tiyely to the web section tr a considerable extent and ultimately, from this cause, there will be some wear on the rollers even when the wearing parts are all made of hardened steel. Now, by dismantling the wheel and taking out one or more of the laminae 21 and 22 the wear may be taken up so that when the parts are again assembled the Wearing parts will run perfectly tight. It may be noted that the conical ends of the rollers wear faster than the cylindrical portions, and, therefore, by making the wearing sur faces ofthe conical ends greater than thatof the cylindrical portions and by properly proportioning these surfaces, the wear may be;

so regulated that the cylindrical portions will wear somewhat faster than the end portions and thus all side lash will be prevented and a perfectly stiff wheel r il" g 'l he improved wheel can be applied to cars already in service by forcing off one of the wheels on an axle and replacing it with the wheel forming the subject-matter of the present invention. It isdesirable, however, upon'motor cars, to place the idle wheel upon one side on one truck and upon the other side on the other truck so as to equalize the weight of the car for tractive purposes, for otherwise, the entire driving effect being on one side of the car might cause the trucks to slue and cause the. car to jump the traclc Since the wear on the wheels when used on a motor car will bemainly on the wheel fixed to the axle and used as a driving wheel, this lixed wheel will ultimately be reduced in diameter, but this will in. no wise interfere with the operation of the structure as any difference intherotative speed of the two wheels will be taken up by the rim 16.

While in the foregolng description stress has been laid upon the use of the improved wheel in connection with the sharp curves in tracks used in city traction systems, the im proved wheel may advantageously be used in other connections, since the saving in power and in wear and tear on the running gear and track more than compensate for the initial cost and maintenance of the wheels constructed in accordance with our invention.

We claim.

1. In a car wheel, a body portion, a rim portion rotatable circumferentially around the body portion, the contiguous faces of the body and rim portions being provided with circumferential seats having central portions concentric with the axis of the wheel and tapered edges of greater. area than the concentric portion, rollers interposed between the rim and body portions, each roller having a cylindrical center bearing portion and conical end bearing portions of greater area than the cylindrical portion, and means for adjusting the seats for the rollers in the direction of the axis ol the latter to take up wear.

.li car wheel composed. of a body PCP" tron, removable wearing rings applied tln. to

and having-their outer faces formed with grooves coactin'g to constitute a cirnnnfer ential seat having a cylindrical center portion and tapered side portions, rollers seated. in the wearmgrmgs, each roller having a cylindrical central bearing face and conical end bearing faces of greater area than the cylindrical face, a rim section applied to the rollers and having an interior circumferential seat for the rollers, said seat having a cylindrical center portion and tapered side portions of greater area than the center portion, and a cheek plate removably secured to the body portion of the wheel'for holding the wearing rings and rim section thereto.

3. A car wheel comprising a body portion, wearing rings seated on the periphery thereof, thin, removable washers interposed between the meetin faces of the wearil'h rin s a removable cheek plate for hold'ng the wearing rings in place, thin, removable waslr ers interposed between the cheek plate and the body portion, a rim portion circumfe rentially movable about the body portion and held thereto by the cheekplate, and rollers interposed between the rim portion and the wearing plates on the body portion.

4. A car wheel comprising a bodv portion, wearing rings seated on the periphery of the body portion, thin, removable washers between the meeting faces of the wearing rings, rollers on said wearing. rings, a rim section carried by said rollers, a cheek plate applied to the body portion and retaining the wearing rings and rim section in place, other thin, rmnovable Washers between the cheek plate and the boil portion, bolts extending through the boil portion and the cheek [lie bolts, and menus for securing said lockmg'rmg' to the body portion of the wheel. 

